Lateral-motion appliance for locomotive driving-boxes.



W. E. WOODARD 1 3. s. RIEGEL I LATERAL MOTION APPLJANCE FOR LOCOMOTIVE DRWING BOXES.

APPLICATION FILED JAN. 3. I916. I

Patented May 2, 1916.

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E. WUODARD 11 S. 8. H1116 LATERAL MOTION APPLIANCE ."OR LOCOMOTW? OHWING BOXES.

APPLICAHON FILED MN. 3, 1335' 5 SHEEIS-SHEEI 2.

lzltonfod May 2, 1916.

INVENTORS W, E. WOODARD & S. S. RIEGEL.

LATERAL MOTION APPLIANCE FOR LOCOMOTIVE DRIVING BOXES.

APPUCA'HON FILED 'JAN- IL 1916.

Patented May 2, 1916.

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PF UHI I may W. E. WOUDARD & 3 S. RSEGEL.

LATERAL MQTEQN APPLIANCE FOR LOCOMJTIVE DRIViNG BOXES.

APFLUIATiON HLE!) IAN. 3, i9 6.

Patented May 2, 1916.

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W a I I iNlrNi'ORs WI TN ESS ES:

W. E. WOUDARD & S. S. RIEGEL.

LATERAL MOHON APPLIANCE FOR LOCOMOTIVE DRIVING BOXES. APPLlCATiON FILED 1AN3. 1916 1,181,194.

Patented May 2 1916.

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@mmm. .1 mww UNITED STATES PATENT OFFICE.

WILLIAM E. WOODARD, OF SCHENECTADY, NEW YORK, AND SAMUEL S. BIEGEL, OF

, SCRANTON, PENNSYLVANIA.

Specification of Letters Patent.

Patented May 2, 1916.

Application filed January3, 1916. Serial No. 70,002.

To all whom it may concern:

Be it known that we, WI LIAM E. YVoon- ARD, of Schenectady, in the county of Schenectady and State of New York, and SAMUEL S. RInonL, of Scranton, in the county of Lackawanna and State of Pennsylvania, have jointly invented a certain new and useful Improvement in Lateral-Motion Appliances for Locomotive Driving-Boxes, of which improvement the following is a specification.

Our invention relates to means for affording and controlling lateral motion in the driving boxesof locomotive engines, and its object is-to provide an appliance of ,such type which shall be of simple construction and ready applicability in locomotives of the various present standard types, with the operative result of enabling a locomotive having a comparatively long rigid wheel base to pass through curves of comparatively short radius, without liability to derailment, and Without inducing undue or excessive wear of wheel flanges and rails.

The improvement claimed is hereinafter fully set forth.

It is now well recognized that one of the principal factors that have limited the increase in size of locomotives, has been the length of rigid wheel base which is safely operable over existing railroad tracks. When the driving or rigid wheel basevof a locomotive exceeds a certain length, it will not pass track curves of ordinary radii without cramping the wheels in the curvature of the track, thereby inducing undue flange pressure andwear upon the wheel tires and rails, or requiringexcessive increase of gage. If the rigid wheel base is carried to the extreme, the result may be the overturning of the rails or the derailment of the locomotive. Several expedients have been heretofore essayed, in order to obviate or lessen the objections that have been developed as he driving wheel bases have been lengthened. One of these consists in drawing in the tires of the first and last pairs of driving wheels to a lesser dimension than the tire setting of the remaining driving wheels. Another plan that has been practised is to arbitrarily allow greater lateral play between the wheel hubs and driving boxes of the front and rear driving axles, or of the front driving axles only, than between those of the other driving axles. The driving wheels which are so given additional lateral movement are consequently permitted a corresponding degree of deflection in passing curves, whereby the tendency to bending or cramping is reduced. Again, in foreign practice, the leading pair of driving Wheels has been combined with a pair of leading wheels, in a truck structure, in such manner that the leading driving wheels partake in the lateral motion of the truck structure.

It will be obvious that in order that a pair of driving wheels having lateral motion shall properly perform its function, in assisting to guide the locomotive, that this pair of wheels shall be subjected to a definite lateral resistance against deflection, as otherwise, they would simply roll along the track without offering any resistance to the lateral motion of the locomotive until the limit of their side motion is taken up. The ideal disposition of driving wheels having lateral motion is therefore one in which a definite resistance is exerted against any tendency to side motion, this resistance being preferably, proportionate to the weight on the lateral motion driving wheels, which, as so disposed, assist in guiding the locomotive under all conditions. It Will, further, be obvious that it is desirable to provide guiding means which shall be independent of truck, so that lateral motion' driving wheels may be applied either in a locomotive having no trucks, as one of the 0-10 type, in one having a two Wheel or a four wheel truck, as one of the 210-2 or 4--10-2 type,v or that they may be located in any desired position in the driving wheel system. as being the middle or the rear pair of driving wheels.

Our invention is designed to overcome the objections and answer the requirements above set forth, and to materially reduce the lateral thrusts or blows from locomotive driving wheels which are recognized as being one of the most serious of the forces which injure and deform railroad tracks, and which are intimately related to the amount of lateral motion allowed between driving wheel hubs and axle'boxes.

illustrating This result is attained by the means which we provide for distributing the pressure over two or more pairs of driving wheels and cushioning the effect of lateral motion blows by the application of a yielding lateral resistance. 7

In the accompanying drawings: Figure 1' is a diagrammatic side view, in elevation, of a locomotive, illustrating an application of our invention; Fig. 2, a view, the left hand half of which is an outside view, in elevation, of a locomotive frame ,pedestal, an application of our invention, and the right hand half, a vertical section on the line aaaa of Fig. 3 Fig. 3, a view, partly in vertical transverse section at the middle of the pedestal, and partly in elevation, showing a driving box and its accessories; Fig. 4, a view, showing a structural modification, the left hand half being an elevation taken similarly to Fig. 2, and the iright had half, a'vertical section on the, line b' b of Fig. 5; Fig. 5, a view taken similarly to Fig. 3; Fig. 6, a view, showing another structural modification, the left hand half being an elevation, taken similarly to Figs. 2 and 4, and the right hand half, a vertical section on the line 0 c c c of Fig. 7; Fig. 7, a view, taken similarly to Figs. 3 and-5 Figs. 8 and 9, views, on a reduced scale, taken -similarly to the upper portion of Fig. 7, showing modified forms of lateral motion bearings; Fig. 10, a view, showing another structural modification, the left hand half being an elevation, taken similarly to Figs. 2, 4 and 6, and the right hand half, a vertical section on the line (Z (l of Fig. 11; Fig. 11, a view, taken similarly to Figs. 3, 5 and 7; Fig. 12, a partial plan view, on a reduced scale; Fig. 13, a view, showing another structural modification, the left hand half being partly an elevation, taken similarly to Figs. 2, 4, 6 and 10, and partly a vertical section on the line 6 e of Fig. 14, and the right hand half, a vertical section on the line f f f of Fig. 14; and Fig. 14, a View, taken similarly to Figse3, 5, 7 and 11.

Our invention is herein exemplified as appplied in connection with a locomotive engine, the frame of which is of the standard bar type, and comprises two side members, which are, as in present standard practice, spaced at the maximum distance apart available under the necessary limitation imposed by the width between driving wheel hubs. Each of the side frame members comprises, so far as the portion thereof in which the driving axles are fitted is concerned, the usual top rail, 1, bottom rail, 2, and connecting vertical pedestals, each of which consists of a pair of pedestal jaws, 3, in which one of the end portions of a driving box, 4, is fitted between a wedge. l, and a shoe, 4", in the ordinary manner. The open spaces between the sections of the provided with flanges, 4

- .beam, 10, extending lower frame rail at the bottoms of the pe'di being of substantially greater length than those in ordinary practice, and as being on their ends, the outer flanges abutting against the hubs of the driving wheels, 6. The transverse central planes of the driving boxes are located slightly inside of the frame members, and clearance space equal to the extent of lateral motion desired, is interposed between the outer flanges and the shoes and wedges, as

indicated at m in Fig. 3. The proper spacing of the driving boxes on the axle is effect ed by a bridge, or spacing member, 7, of substantially inverted U section, which extends parallel with the driving axle, 8, and rests upon the boxes at about the middle of their length, and also engages their inner end flanges, thus connecting the driving boxes longitudinally and maintaining the determined clearance between the shoes and wedges and,the outer flanges of the driving boxes.

The portion of the weight of the locomo tive which is carried on the driving axle, 8, is transmitted to the driving boxes, 4, through springs, 9, which bear centrally on seats, 10, at'theenils of a spring supporting transversely of the locomotive, above the bridge, 7, and adapted to move vertically, but not laterally, relatively to the side frame members. It will, of course, be understood that the springs are connected, by hangers at their ends, to the side frame members, either directly or throllgh the intermediation of equalizers, as in ordinary practice. The supporting beam is guided in its vertical movements, by vertical guide faces, 10", projecting downwardly below the spring seats, and fitting, with only working clearance, against rubbing sur faces, asplates, 1, secured to the topframo rails, 1. The supporting beam, 10, is, in. turn, supported on the bridge, 7, and connected driving boxes, 4, through rockers, 11, which are of the type set forth in Letters Patent of the United States No. 1.060222, granted and issued to \Villiam E, \Voodard, under date of April 2!), 1913, and are not, in and of thcmsevles, included in our present invention. The rockers, 11, are interposed between the supporting beam, 10, and the bridge, 7, adja ent to theends of the latter, and each of them is provided at bottom with journals, ll, fitting in open topped.

l The structural beambearathrougli correspondingly inclined bearing faces, on its bottom. It will be apparent that in other particulars the constructions being as above described, the two 5 driving boxes may, if desired, be formed 'in an integral casting with flanges on the inner sides of the pedestal shoes and wedges serving as stops when the integral box casting moves to either limit of itslat- 10 eraltraverse, the outer flanges of the driving boxes being dispensed with, and the outer ends of the boxes being enlarged so as to be equal in width to the greatest diameter of the driving wheel hubs. A driving box structure of such type is described and shown in Letters Patent of the United States No. 1,141,294, granted and issued to William E. Woodard, under date of June 1,1915.

i In the operation of a locomotive, in which a construction embodyin the essential features of that above descri d, or their equivalents, is applied, when the driving boxes and comlecting bridge or spacing member, 7, are laterally deflected, in either direction, from their normal position relatively to the side frame members, by a lateral movement of the driving wheels, as, for example, would be resultant upon the passage of the loco- 80 motive from a straight to a curved portion of the track, their lateral movement swings each of the supportin rockers, 11, upon eor the other pair 0? its 'ournals, 11, in ection opposite to that o the movement of the driving boxes. This movement of the rockers, which acts to raise the supporting beam, 10,-is resisted by the weight borne thereon, this resistance acting through the inclined bearing faces, 10, on its bottom, on 40 the curved bearing faces, 11", at the tops of the rockers, and depending, in degree,on the relation of their height to the horizontal distance of their pairs of journals. The

beam, 10, being prevented from moving latorally, the springs, 9, participate in its vertical movement, as the resistance stated is overcome, without disturbance of their lateral relation to the side frame members or equalizer connections. When the locomotive passes from the curve to a tangent of the track, the superimposed weight on the rockers returns them, and the driving boxes, to their normal central positions indicated in Fig. 3.

modification shown in Figs. 4 and 5, complies in all essential particulars with the construction first above described, and differs therefrom in the substitution of swing links for the supporting rockers, 11, and in the form of the bridge.

' 7. The latter, instead of being an integral gcasting as in the former case, is, in this instance divided into two vertical plate members, which are connected,at their tops, by

a horizontal plate member, 7", and are provided, at their ends, with downwardly inclined arms, 7", which fit in ockets, 4", formed in the shoe and Wedge aces of the driving boxes, 4. The weight borne by the supporting beam, 10, acts on the bridge, 7, and connected driving boxes, through three point swing links, 14, of the same general design as those applied in locomotive trucks, each of said links being hung upon two parallel pins, 14, fixed in the bridge, 7, and being coupled to the supporting beam, 10, by pins, 14", the axes of which are parallel with, and disposed in vertical planes midway between, those of the pins 14, of the supporting beam. The operation of this 30 construction is similar to that of the design shown in Figs. 2 and 3.

Figs. 6 to 9 inclusive, illustrate other modifications of structural design. As shown in Figs. 6 and 7, rockers, 15, sub- 35 stantially similar to those 0f Figs. 2 and 3, are interposed between the driving boxes and the supporting beam. In Fig. 8, the

.supporting beam bears directly on the driving boxes, through downward projections I near its en having double inclined faces, 10, at thei bottoms, which rest on correspondingly i lined'bearing faces, 4*, 0n the driving boxes, and in Fig. 9, rollers, 16, are shown as interposed between bearing faces, 10, on the bottom of the supporting beam, and concave bearing faces, 4, on the tops of the driving boxes.

The structural modification shown in Figs. 10 to 12 inclusive, accords generally with that of Figs. 2 and 3, the driving boxes,

4, being connected by a bridge or spacing member, 7 and the springs, 9, bearing on a supporting beam, 10, which rests on rockers, 11, journaled in the bridge, these being of substantially similar form as, and operating similarly to, those shown in Figs. 2 and 3. The clearance between the tops of the driv ing boxes and the top rails, 1, of the main frame members, is, in this case, increased, and driving boxes of normal length are applied, the bridge, 7, being engaged th re -with in their middle vertical transverse planes, and in the same plane of the frame rails. The disposition of the driving boxes, relatively to the top frame rails. enables the supporting beam to be lowered sufficiently for the transverse distance between the springs, 9, to be reduced, so that their bearings on the beam will be approximately over the rockers, as shown in Fig. 11. Inasmuch as lateral motion driving boxes are more particularly designed for application in connection with a two wheel or a four wheel truck which is connected with the equalizing system of the driving wheels through a cross equalizer located forward of the first pair of driving wheels. and a long equalizer to the center pin of the truck, the distance between the forward ends of the front driv- 130 ing springs may be decreased, as shown in Figs. 11 and 12. In this modification, the weight of the supporting beam is reduced and the driving springs are lowered, relativel y to the frame members.

Figs. 13 and 14 illustrate another structural modification, in which the medium which exerts resistance to lateral motion of the driving boxes, 4, consists of a system of springs independent of the ordinary driving springs, t), which latter springs are, in this instance, supported on the driving boxes by spring: saddles, 9, which straddle the top frame rails, l, in the usual manner. The driving boxes are in'iwided with end flanges, 4*. adapted to abut against the pedestal shoes and wedges. The top frame rails, 1, are connected by a cross tie, lb, which ex tends from one frame rail to the other in the vertical plane of the driving axle, 8, and is secured. at its ends. to the frame rails. by bolts, 16. Two bell crank or elbow levers, 17, are jonrnaled on pins, 17', titted in the cross tie. 16, adjacent to the frame rails, the lower arms of said levers being forked to extend on opposite sides of the driving axle. and haiing bearings, 17*, on their ends. adapted to abut against the in nor ends of the driving boxes. A plurality oi helical springs, 1 is disposed vertically in the cross tic, In. said springs extending between upper spring: seats. 19, and lower spring: seats. I the latter of which normall v bear on supports, lli". which, in turn. bear on a plate. Ill. sccurml detachably to the bottom of the ross tie. by bolts, iii. The tension of the springs may be adjusted as desired. by set screws. l8. bearing on the upper spring seats. The ends of the upper arms of the lovers, l7. tit under and against the lower spring seats, 18". and. when the driving: boxes are in the normal central positlons which they raw-up when the locomotive is on a tangent of the track, the lovers are not subjected to PI'OSSHH from the springs. 18. 'hcn. how ver. the locomotivc passes to a curve and the driving boxes are thereby laterally deflected in either di rcction, one of them presses against the bearings, 17*, of the lower arm of the adjacent lever. 17. The upper arm of said lever will thereby be pressed upwardly against the ower spring seat. 18", and the lateral movement of the driving boxes will be resisted by the compression of the springs. 18.

It will be observed that in each of the several constructions herein exemplified, there is embodied a. bridge or spacing mem-- her which maintains the two driving boxes at a determined distance apart. This structural feature is materiallv important and de sirable, from a nu-chauieal and operating; standpoint, tor the reason that if the driving boxes were not coiobinr'l with a contractl'ntersta te member of such character, the wheel ing on one side would draw away from the hub adjacent, driving box when the opposite wheel hub was pressing inwardly a in% either of the wheel hubs upon the adjacent driving box, the centering force is that resulting from the weightborne by the two driving boxes, irrespective of the position of the other driving box relatively to its wheel hub. the provision of the bridge or spacing member will be found in the recent ruling of the Commerce Commission, fixing a maximum allowable limit for lateral clearance between wheel hubs and boxes. In order to be acceptable under this ruling, it is necessarv that means .for maintaining the normal relation of the driving boxes and wheel hubs shall be provided in any proposed construction of lateral motion driving: boxes.

It will be obvious that the essential elements of the several embodiments of our invention hereinbefore described, may be varied in structural detail, and in their combinations. without departure from the spirit and operative principle of our invention. For example-while we have shown and described the two driving; boxes and the spacing member thereof as bein g separate but connected parts. and consider such to be the preferable lOI'ISlIIIClZlOI'l for: facility of manufacture and installation, said driving boxes and spacing member may. if preferred, be formed in an integral casting, which, operativelv, would constitute a mechanical equivalent of the separate and connected parts herein set forth. \Ve do not, therefore, limit ourselves, in the practical An additional consideration for i application of our invention, to the specific A locomotive fitted with self centering driv-,'

mg boxes in accordance with our invention can be equipped with flanged tires throughout, set at a uniform distance apart. In other words, a common standard of tire setting, uniform for all wheels, would be brought about, and, further, it would be possible to adopt a standard track gage for the rails on all curves. The advantage, in the attainment and adoption of standard and uniform practice, will be obvious to those familiar with the conditions of railroad service.

We claim as our invention and desire to secure by Letters Patent:

1. In a locomotive engine, the combination of two side frame members; two independent driving boxes, each fitted with the capacity of relative vertical and lateral v,l'ovements in one of said frame members; a driving axle journaled in said driving boxes; driving wheels fixed on said driving axle; and means, detachably connected to the driving; boxes, for maintaining their determined lateral spacing on the driving axle.

2. In a locomotive engine, the combination of two side frame members; two independent driving boxes, each fi ted with the capacity of relative ve tical. and lateral movements in one of said frame members; a driving axle ionrnaied in said driving boxes; driving wheels fixed on said driving axle; means. dctaolmblv connected to the driving boxes, for maintaining their determined lateral spacing on the di iving axle; and means for exerting stance to the lateral movements of the driving, boxes.

3. In a locomotive engine, the combination of two side frame members: two independent driving boxes, each fitted with the capacity of relative vertical and lateral movements in one of said frame members, and having, its transverse central plane on the inner side of the corresponding plane thereof; a driving axle ioarnaled in said driving boxes: driving; wheels fixed on said driving axle; and means, detachableconnected to the driving boxes, for maintaining their determined lateral spacing on the driving axle.

4. In a locomotive engine, the combination of two side frame members; two independent driving boxes, e ch fitted with the capacity of relative ver ical and late al movements in one of said frame member,

and having its trailer-2 st. central plane or. the inner side of the corresponding; plane thercof; a rlrivim; axle ovrnaled, in said driving boxes:

Hill

axle; a detachable bridge or spacing member connecting the driving boxes; and means for transmitting pressure acting on the frame members, from said members to the spacing member.

6. In a locomotive engine, the combination of two side frame members; two driving boxes. each fitted with the capacity of relative vertical and lateral movements in one of said frame members; a driving axle journaled in said driving boxes; driving wheels fixed on said drivin axle; a bridge or spacing member connectlng the drivin boxes; and vibratable rockers through which pressure acting on the frame members is transmitted therefrom to the spacing memher. I

7. In a locomotive engine, the combination of two side frame members; two independent driving boxes, each fitted with the capacity of relative vertical and lateral movements in one of said frame members; a driving axle jourualcd in said driving boxes; driving wheels fixed on said driving axle; a detachable ridge or spacing member connecting il "Wing boxes; driving springs subjected to weight borne by the side frame members; a vertically movable supporting member carrying said driving springs; and mivins'for transmitting pres sure from said supporting member to the spacing member.

8. In a locomotive engine, the combination of two side fraroe members; two independent driving boxes, each fitted with the capacity of ielativc vertical and lateral movements in one of said frame members; a driving .mle iournaled in said driving boxes; dri ing wheels fixed on said driving axle; a detachable b idge or spacing member connecting the driving boxes; driving springs subjected to weight borne by the side frame members; a vertically movable supporting member carrying said driving springs and guided by and between the side frame members; and means for transmitting pressure from said supporting member to the spacing member.

9. In a locomotive engine, the combini tion of two side frame members; two independent drivingz boxes, each fitted with the capacity of relative vertical and lateral movements in one of said frame members; a driving: axle iournalcd in said driving boxes; driving wheels fixed on said driving axle; z lci'achablc br-i no or spacing member conne ting the driving boxes; driving springs subjected to weight b rne by the aide frame ;nmni|er.-1, a vertically movable supporting member caruvingmaid driving springs; and relatively movable bearing devim-a tbmuia'h which pressure is transmitted from Mn mpportiug member to the spacingr m wb r. f

l0. lo 1; lm'omntive engine, the ccmbina- Ill borne bV the tion of two side frame members; two driving boxes, each fitted with the capacitypf relative vertical and lateral movements in one of said frame members; a driving axle journaled in said driving boxes; driving wheels fixed on said driving axle; a bridge or spacing member connecting the driving boxes; drlvlng' springs sub ected to Weight side frame members; a vertically moving supporting member carrying 10 said driving springs; and vibratable rockers interposed between and bearing on the sup porting member and the spacing member.

WILLIAM E. WOODARD. SAMUEL S. RIEGEL. Witnesses J. SNOWDEN BELL, CHARLES C. STILES. 

